Belt attachment for motor-vehicles.



W. SCH'LUTER.

BELT ATTACHMENT FOR MOTOR VEHICLES- APPLICATION FILED AUG. 7, IBM.

1 ,272, 1 3%., Patented July 9, 1918.

INVENTOR ATTO R N EY WILLIAM SCHLUTER, OF PARKERSBURG, IOWA, ASSIGNOR TOPARKERSBUBG MANU- FACTURING COMPANY, OF PARKERSIBURG, IOWA, ACORPORATION OF IOWA.

BELT ATTACHMENT FOR MOTOR-VEHICLES.

Specification of Letters Patent.

Patented July 9, 191a.

ApplicationQfiled August 7, 1917. Serial No. 184,917.

To all whom it may concern:

Be it known that I, WILLIAM SCHLUTER, a citizen of the United States,residing at Parkersburg, in the county of Butler and State of Iowa, haveinvented a new and useful Belt Attachment for Motor-Vehicles, of whichthe following is a specification.

The invention relates to an attachment for motor vehicles, and moreparticularly to the class of belt attachments for utilizing 'the powerof the driving motor of the vehicle, to drive various stationarymachinery, farming devices, or the like.

It is an improvement on the construction shown, described and claimed inmy former Patent, No. 1,238,946, dated September 4, 1917. e

The primary object of the invention is the provision of an attachment ofthis character, wherein the coupling heads for the motor shaft of thevehicle and the driving shaft of said attachment are novel in form toassure the coupling of said shafts together with despatch, and on theremoval of the attachment, the coupling head on the motor shaft willreceive a crank which is of special construction to permit the crankingof the motor.

Another object of the invention is the provision of an attachment ofthis character, wherein the motor shaft of the vehicle and the drivingshaft of said attachment are coupled in a novel and unique manner, sothat the attachment can be readily removed and the cranking of the motoreffected, when the occasion requires.

A further object of the'invention is the provision of an attachment ofthis character which is simple, strong and durable in construction,thoroughly reliable and efiective in its purpose, readily and easilyhandled, possessing relatively few parts, and may be economicallymanufactured.

The above and other objects and advan-' tages of this invention will bemore particularly brought out in the following specific disclosure ofthe present preferred embodiment of this invention, the same beingillustrated in the accompanying drawing, where- 1n:-

Figure 1 is a fragmentary side elevation of a motor vehicle with partsthereof broken away showing the attachment constructed in accordancewith the invention applied, the attachment being shown partly insection.

Fig. 2 is a to plan view of the attachment, parts of tie vehicle beingshown in section.

Fig. 3 is a transverse sectional 1 view through the attachment on theline 33 of Fig. 2, looking in the direction of the arrow, saidattachment being removed vehicle.

Fig. 4 is a transverse sectional view through the rear end of theattachment on the line 4-4 of Fig. 2, looking in the direction of thearrow, and showing the rest or bridge piece for supporting the inner endof the attachment.

Fig 5, is a fragmentary vertical longi tudinal sectional view showingthe coupling heads together with the stub and driving shafts of theattachment.

Fig. 6 is a detail perspective view of one of the coupling heads.

Fig. 7 is a detail perspective view of the other coupling head.

Fig. 8 is a fragmentary side elevation partly in section showing thehand crank engaged with the coupling head of the stub shaft.

Fig. 9 is a sectional view on the line 99 of Fig. 8, looking in thedirection of the arrow.

Fig. 10 is a fragmentary perspective view of the hand crank.

Similar reference characters indicate corresponding parts throughout theseveralviews in the drawing.

Referring to this drawing, the attachment is disclosed as applied to amotor vehicle, of that type known as the Ford,

although it is to be understood that by slight modification theattachment may be applied to other motor vehicles of the same generalconstruction.

. The motor vehicle shown has an axle A, a motor indicated generally byB and a front frame bar 0 which is joined to the axle A by thetransverse semi-elliptical sprin D as usual. Thefront frame bar C is arced downwardly at its middle portion, as usual. The motor B has a crankshaft 10 upon which is mounted a fan pulley 11,

from the a the latter comprising one member of a clutch usually employedfor interlocking engagement of the usual cranking handle, not shown.

The axle A has near its ends vertically extending bolts 12 secured tothe forward ends of the radius rods 13 which extend rearwardly and aresecured at their rear ends .beneath the motor B in the usual manner.

The bolts 12 project below the axle A in the usual manner as shown inFig. 1 of the drawin The elt attachment comprises a stub shaft 14 whichis relatively short, provided with a clutch member 15 for coiiperatlonwith the clutch member of the pulley 11 and adapted to be driven by thelatter. The

-stub shaft 14 projects forwardly through a bearing 15 mounted on theintermediate portion on the front frame bar C, and in this bearing 15 isa shouldered bushing 16 which surrounds the stub shaft 14 and the videsmeansfor connecting the attachment to the motor. 7 A pair of spacedapart bars 18 are adapted for engagement beneaththe forward end of thevehicle. These bars 18 are held in spaced apart relation at their rearends by a bridge piece or rest 19 having its ends beyond-the at a slightangle, as

bars turned forwardly shown to advantage in Fig. 4 to conform to and fitagainst the under side of the casing of the motor B to avoid lateraldisplacement of the inner end of the attachment.

The intermediate portions of the bars 18'- are adapted to bear againstthe under side of the spring D at the opposite sides of the bearing 15,and upon these bars are secured anchoring arms or clips 20 which aresecured at their forward ends by the bolts 21 or the like, the arms orclips being offset upwardly from the bars 18 for engagement over theupper face of the front frame bar C on the mounting of the attachmentupon the vehicle.

Adjusting bolts 22 connect the intermediate portions of the arms orclips 20 to the bars 18 rearwardly of the bolts 21, to adjust the armsor clips toward and from the bars and provide for a snu engagement ofthe attachment about the mine bar C and the spring D. The arms or clips20 support the forward ends of the bars 18, and as the bridge piece 19rests against the under side for the cranking of the engine.

of the motor B the bars 18 which constitute the frame of the attachmentare held in substantially a horizontal position.

The outer ends of the bars 18 are preferably offset upwardly and areheld in spaced relation by a transversely extending bearing block 23preferably of the usual split or two-part form, the arts being heldtogether by clamping olts 24. A driving shaft 25- is journaled in thisbearing block 23 and extends longitudinally of the motor vehicle, theuppermost part of the block being formed with an oil receiving cavity 26from which leads a hole 27 to permit oil to flow to the shaft 25 forlubricating the same interiorlyof the bearing or block.

()n the outer end of the drive shaft 25 is a suitable drive pulley 28which is fastened thereto beyond the bearing block 23, and, as shown inFigs. 1 and 2 of the drawing, is spaced forwardly from the vehicle to anextent sufiicient to clear the front wheels of the vehicle and admit theapplication of a belt to the pulley for driving stationary machinery orthe like. The forward extremity of the drive shaft 25 beyond the pulley28 p is preferably provided with a diametrically extending pin 29adapted to be engaged by the socket in'the inner end of the ordinarycrank handle for the purpose of starting or cranking the motor B.However, the motor B maybe started without the use of the crank handleand this is done by turning the. belt pulley 28 thereby dispensing withthe use of the ordinary cranking handle when the attachment is upon thevehicle.

On the inner end of the drive shaft 25. is fixed a cylindrical couplinghead 30 which is formed with diametrically opposed notches 31 to providethe opposed lugs 32, while centrally of the head .30 is a circularrecess 33 for receiving the forward end 34 of the stub shaft 14 whichhas fixed thereon a companion coupling head 35 formed with diametricallyopposed notches 36 for receiving lugs 32 of said head 30, and providingopposed lugs 37'to engage in the notches 31 in said head 30,-so that inthis manner the heads 39 and 35 are interlocked with each other andcanbe readily separated on the removal of the attachment from the vehicle.

The coupling heads 30 and 35 connect the drive shaft 25 with the stubshaft 14 as is clearly shown in Figs. 1, 2 and 5 of the drawings.

Quickly detachable stay rods are employed for holding the attachmentagainst the forward end of the vehicle.

Each stay rod comprises a swivel section 38 and a hook section 39. Theswivel section 38 is threaded at one end and slidablv engaged through astrap or loop 40, the latter being) secured to the outer stepped end ofthe e passes through the loop 40, the end of the aring block 23 by abolt 41 which snares bearing block 23 and through the frame bar to holdallof'these in assembled relation.

adjacent members The hook or free section 39 of each sta 4 rodis-overturned at its free end to provi e a hook 42 for engagement withthe axle A,

t preferably outwardly of the radius rod bolts 12, the latter engagingthe rod sections 39 and holding them from slidin inwardly toward eachother along the ax e. The inner adjacent ends of the rod sections 38 and39 are pivoted in spaced apart relation to one,

end of a contracting lever 43 as shown to advantage in Figs. 1 and 3 ofthe drawings. This lever 43, is adapted to be swung from the openposition, shown in Fig. 3, to the closed position, shown in Figs. 1 and2, to

draw the rod sections 38 and 39 toward each other longitudinally, andoverlap the pivoted ends of the same to contract the stay rods andibindthe hooks thereof upon the axle.

A locking lip 44 is carried on the lever 43 and is curved forengagement, when the stay rod is contracted, about the hook section 39to hold the rod in overturned position. An adjusting nut 45 is threadedupon the end of the section 38 within the strap or loop 37 tolongitudinally adjust the rod section 38 upon the loop.

Preferably, the hook section 39 of the stay rod is arched downwardlynear its pivoted end to admit of the complete overturning of the lockinglever 43 for the securing of the attachment to the vehicle.

In Figs. 8, 9 and 10 there is shown a portion of a crank handle, whichcomprises the crank arm 46 having formed at one end and projecting fromone side thereof a hollow boss or lug 47 which is adapted to fit withinthe head 35 and receive the end 34 of the stub shaft, when theattachment is removed from the vehicle. Mounted in the arm close to thehollow boss or lug 47 is a beveled tooth or projection 48 which isadapted to engagein either notch 36 in the head 35 to positively locktherewith on the turning of the crank arm 46 in one direction so thatwhen manually actuated the engine shaft 10 through the stub shaft 14 canbe turned for the starting or cranking of the engine B, the beveledportion of the tooth or projection 48 being provided for the ratchetaction of the cranking arm 46 to allow the tooth or projection to rideover the lugs 37 of the head on reversely turning the crank arm, whichis usually necessary in the cranking of the engine. The crank arm 48carries a handle 49 for the manual turnin of the crank arm.

In 14 is shown permanently mounted on the front of the vehicle, and whenthe attachment is to be applied, the bars 18 are merely inserted beneaththe spring D and slid inig. 2 of the drawings the stub shaft wardlytherebeneath until the anchoring arms 20 engage over the frame bar C ofthe vehicle, the inward movement of the attachment being limited by theengagement of the coupling heads '30 and 35 and the adjusting bolts 22against the front of the frame bar C.

The'rest 19 bears against the under side of the motor B to support theattachment frgm tilting downwardly at its forward en o The stay rods arenow extended or opened as shown at Fig. 3 and the hooks 42 thereof areengaged. about the axle A.

The contracting or locking levers 43 are now swung over to overlap thepivoted ends of therod sections 38 and 39, and are secured in suchposition by engagement of the locking lips 44 about the hook sections39. These levers 43 draw the attachment rearwardly' against the vehicleand hold the heads'30 and 35 connected With each other for connectingthe stub shaft 14 and the drive shaft 25 and also bind the arms 20 andthe bars 18 in position. 4

The motor may now be started by the usual crank handle or by turning thedrive pulley 28 and the speed of the shaft 25 is under the control ofthe throttle of the engine. v

On the removal of the attachment'the crank arm 46 is used for crankingthe engine B for the starting thereof in the use of the vehicle in theordinary manner.

From the foregoing it is thought that the construction and manner ofoperation of the attachment will be clearly understood and therefore amore extended explanation has been omitted.

-What is claimed is 1. In a belt attachment for motor vehicles, thecombination of a motor having a crank shaft, a stub shaft mounted on thevehicle and engaged with the crank shaft, a driv ing shaft detachablysupported upon the vehicle, coupling heads on the stub and drivingshafts and having diametrically opposed notches for the interlockingengagement of said heads, one of the shafts being adapted to extendthrough the coupling heag thereon and within the other coupling hea 2.In a belt attachment for motor vehicles, the combination of a motorshaft, a stub shaft mounted upon the vehicle and connected with themotor shaft, a driving shaft detachably supported on the vehicle,coupling heads fixed to the stub and driving shafts and detachablyinterlocked with each other, a crank handle formed with an arm having ahollow boss for enga .ement in the coupling head on the stub sha tiandalso having a beveled tooth for ratchet engagement with said couplinghead on the detachment of the other coupling head.

3. The combination with a pair of shafts, of sleevelike coupling headsmounted on the adjacent ends of said shafts and having I interlocking.diate portions of the bars for engagement diametrically opposed notchesfor the interlocking engagement of the heads, one of the shafts beingextended within the head thereon, and a crank handle having an armprovided with a hollow boss for telescopic engagement on the extendedend of the shaft and to be received in the head thereon and also havinga beveled tooth for ratchet action upon the head when the other head isdetached.

4. The combination with a motor vehicle having a crank shaft thereon, ofa stub shaft mounted on the vehicle and having engagement with the cranshaft, a pair of spaced bars adapted to extend .beneath the fronttransverse spring of the vehicle, means secured to the intermeover thefront transverse bar of the vehicle frame to suspend said bars, abearing mounted on the outer ends of the bars,'a drive shaft in thebearing adapted for engagement with said stub shaft, detachable meanscarried by the outer ends of the bars for engagement with the axle ofthe vehicle to draw the outer ends of the bars downwardly and bind thearms against the frame, and diametrically notched coupling heads on thestub and drive shafts for the detachable connection thereof.

5. A belt attachment for motor vehicles comprising a pair of spaced barsadapted to extend beneath the front transverse spring of the vehicle,means secured to the intermediate portions of the bars for engagementwith the front transverse bar of the vehicle frame to suspend said bars,a bearing mounted on the outer ends of the bars, a drive shaft journaledin the bearing, a stub shaft permanently journaled upon the fronttransverse bar of the vehicle frame and connected with the crank shaftof the motor of said vehicle, sleeve like coupling heads on the stub anddrive shafts and I adapted for interlocking engagement with each other,the stub shaft being projected into the head thereon for detachable en-'gagement in the other head, and a cranking arm having a hollowboss'Qaand a tooth,

whereby on disengaging the drive shaft from the stub shaft the hollowboss will fit on the stub shaft within the head for the lockingengagement of the tooth of the whereby when the shafts are separated,the

head ofthe stub shaft provides means for connecting a crank handlethereto.

7. In combination with a motor vehicle having a crank shaft, with theusual crank handle socket thereon, a stub shaft permanently journaledupon the frame of the vehicle in line with the crank shaft, engaging atone end in said socket and havin its outer end projecting beyond the veicle frame, a supporting frame arranged in a plane beneath the stubshaft and extending forwardly from the vehicle, a bearing on said frame,a drive shaft journaled in the bearing, sleeve like heads on the stuband drive shafts respectively and having .diametrically opposed notchesfor interlocking engagement with each other, the head on the stub shaftbeing constructed for the pro jection of the end of said shaft into theother head, and means for detachably mounting frame on the frame of thesaid supportin Ey upon the removal of the vehicle, where frame with thedrive shaft carried thereby,

H. W. WILHELM, J. V. GnEcoRY.

